Foueths to william de waggstaff



(No Mode.)

E. R. E. C-OWBLL.

SPEED INDIGATOR.

Patented Apr. 8, 1884.

, NGs 296,679.

N. PUER mm-Mbegnvher. washingum, D. C.

vllnurn Sinins EDWARD R. E. COVVELL, OF DETR IT, MICHIGAN, ASSIGNOR OFTHREE- FOURTHS TO WILLIAM DE VVAGGSTAFF, OF RUSSIA.

SPEED-INDICATOR.

SPECIFICATION forming pari: of Lette rs Patent No. 296,679, dnien'nprne, 1834,

Application filed December 1K2, 1883. (No model.)

To all ich/ont it 711-61132/ concern:

Be it known that I, EDWARD R. E. GownLL, of Detroit, in the county ofWayne and State of Michigan, have invented new and useful Improvementsin Speeddndicators; and I do hereby declare that the following is afull, clear, and exact description thereof, reference being had to theaccompanying drawings, which form a part of this speciiication.

This invention relates to certain new and useful improvements in theconstruction and operation of devices by means of which the speed of arailway-train may be indicated to lthe engineer or conductor.

The invention consists in the peculiar arrangement and construction ofthe several parts, all as more fully hereinafter set forth.

Figure l is a sectional elevation of my invention, and Fig. 2 is asection on the line .t .c

of rig. i.

In the accompanying drawings, which form a part of this specification, Arepresents the axle ofthe forward truck of a locomotive, upon which isrigidly secured or formed the worm B, designed to engage with the pinionC upon the shaft D, which has bearings in the side walls of the casing EE,pendent from the truck and embracing the axle, the parts being soarranged' that the said worm and pinion are at all times in engagement.The casing is made up of two parts, E and E', the former being se curedto the bottom ofthe truck, and having the shield or guard e castintegral therewith, which incluses the pinion C on its forward side,except at its lower end,where it meshes with ythe worm B. The part E issecured to E by bolts passing through the same on either side oftheaxle. The counter-shaft D, which carries the pinion 0, is mountedbetween the two parts E and E, and has the flexible shaft F secured toits outer end. It will be noticed that the part E performs a doubleofce-that of strengthening the axle A at the parts c, where it is cutaway, and also supports the counter-shaft I). The guard e prevents allsand, grit, and such like foreign matter from getting onto the wearingparts of the worm and pinion.

F is a flexible shafting, one end of which is secured to one end of theshaft D, while the opposite end is connected to the upper end of theshaft H, journaled vertically in the casing I, which is located at anyconvenient point within the locomotive-cab. Rising from the casing I andstepped` in an offset tube. I', is aglass tube, K, provided with anindex showing speed in miles,and upon the shaft H, I se cure a screw orpropeller wheel, G,which rotates 1n oil J, or other resistance-fluidwith which the casing is filled.

Inpractice, the movement ofthe locomotive through the connections hereinnamed imparts a rotary motion tothe propeller-wheel G, and the powerdeveloped by this wheel tends to to force the oil up the tube, theheight of the oil in the tube indicating to the engineer the rate ofspeed at which his engine is being driven, the gravity of thevoil actingas a counterbalance. If the top of the tube K be closed I have anadditional resistance in the com)- pression of the air within the tube.

I consider it important that the casing should be provided with anoffset tube, as it affords an easy means for securing the graduated tubeto said casing,besides forminga separate chamber, the opening of whichis in the same plane as the wheel G. The bottom of said offset, curvingup'ward,guides the fluid more easily in its ascent. As the liquid inboth chambers of the casing will be on a level when the vehicle is atrest, a very slow movement of the propeller, with my construction andarrangement of parts, will cause the liquid to be displaced and rise inthe graduated tube. Another novel feature is the iiexible connectionbetween the motive power and the indicator, said connection beingdirectly attached to the propellershaft and to the counter-shaft,deriving its motion from the main shaft, said construction admitting ofthe indicator being placed in a variety of po sitions,l as occasion mayrequire.

I am aware of the Patent No. 153,470, and make no claim tothe ccnstruction shown there 1n, as I deem my invention as essentially differenttherefrom and an improvementl thereon, inasmuch as my bracket E supportsand strengthens the axle at a point where strength is most needed, whilein the above-mentioned patent the axle is in no way supported bv thebracket, but is forced to carry the bracket and shaft and help tosupport the gearing carried by said shaft, and connections running fromIOO said axle to the speedindicator, besides having to sustain thestrain which is incident to lateral and forward lunges ofthe gearingcaused by the same being loosely supported.

What I claim as my invention is In a speed-indicator, the combination ofthe axle A', car1yingtheWormB,the pendent bracket E, secured to theunder side of the truck and supporting said aXle and strengthening thesame at a, the shaft D,supported at one end by the bracket E,and at theother by the part E', attached to the bracket E,which has the shield ecast integral therewith, pinion C,carried by said shaft D, and inclosedWithin the casingE E, and meshing with the Worm B, and the fleXii 5 bleshaft Rattachcd at one end to the shaft D, and at its other end to theindicator, substantially as and for the purpose described.

EDVARD R. E. GOWELL.

Vitnesses:

H. S. SPRAGUE, E. ScULLY.

